Railway traffic controlling apparatus



July 21, 1931-. H. v. RUDOLPH ET AL 1,315,448

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed April 16, 1930 0 B V A C 21 14 i 2 g :4 9 E 25 i q 7 I J/T I E v?) I 1562 I? J ZO\ 5 ASVLVLLRL LLL'ggzz I INVENTORS, H. Rudolph, a .H.Horsch Applicafz'olz Vali e. Fl dp *6? $0M Patented July 21, 1931 UNITED STATES PATENTOFFICE HAROLD V. RUDOLPH, OF WILKINSBURG, PENNSYLVANIA, AND WALTER H. HORSCH,

OF WHEATON, ILLINOIS, ASSIGNORS TO THE UNION SWITCH & SIGNAL COMIPANY,

OF SWISSVALE, PENNSYLVANIA, A CORPORATION PENNSYLVANIA RAILWAY TRAFFIC CONTROLLING APPARATUS Application filed April 16,

Our invention relates to railway trafliccontrolling apparatus, and particularly to automatic train control systems of the intermittent inductive type. 'More specifically, our

invention relates to the train-carried portion of such systems, and has for an object the provision of means for permitting acknowledgment by the engineman during a given inerval of time following the coaction of a train-carried receiver with a trackway device.

We will describe one form of apparatus embodying our invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, F ig. 1 is a diagrammatic view showing one form of apparatus embodying our invention. Fig. 2 is a view showing one form of brake controlling apparatus which may be used in connection with the apparatus shown in Fig. 1.

Similar reference characters refer to similar parts in both views.

Referring to the drawings, the trackway apparatus comprises the usual inductor I having a magnetizable core 22 provided with a winding 18, the circuit for winding 18 being closed or open at contact 19 of a relay T according as traffic conditions in ad- Vance are safe or dangerous.

The train-carried apparatus includes the usual receiver R, comprising a magnetizable core 22 provided with a primary winding P and a secondary winding S. The receiver R is so located as to register with the trackway inductor I in the usual and well known manner. The train-carried apparatus also includes the usual relay A, and a brake controlling magnet F. This magnet F controls the brakes in such manner that an automatic brake application occurs at the expiration of a given interval of time following the deenergization of magnet F. Associated with the brake controlling apparatus is a pneumatic relay E which controls a contact 2 in such manner that the contact is normally closed, but becomes opened upon the initiation of an automatic application of the brakes.

As shown in Fig. 2, when magnet is energized it connects a reservoir 29 with a source of fluid pressure through the medium 1930. Serial No. 444,670.

of a valve 28. The reservoir 29 is connected with a relay valve H so that when this reservoir is charged the valve is depressed and the pneumatic relay E is connected by pipe 27' with a source of fluid pressure; contact 2 is then closed. Pipe 27 is also connected to apparatus (not shown) which causes an automatic application of the brakes when this pipe is opened to atmosphere. When magnet F becomes deenergized, reservoir 29 will be opened to atmosphere through a re stricted orifice 34, and also through awhistle 33 which gives an audible indication to the engineman. After a given interval of time such as 6 seconds, valve 1-1 will reverse, thereby venting pipe 27 to atmosphere, and this will cause an automatic application of the brakes and will also'cause contact 2 of valve E to reverse.

The train-carried apparatus includes an acknowledging switch 0, having a normally closed contact33 and two normally open contacts 33 and 5. The apparatus also includes a reset switch D having a normally closed contact H, and two normally open contacts H and 6. The train-carried apparatus also includes a substitute resistance element 16, the resistance value of which is substantially the same as that of the brake controlling magnet F. Another resistance element 17 is provided for a purpose which will appear hereinafter.

The main circuit for the primary winding P of the receiver R passes from terminal B of a suitable source of direct current, through normally closed contact 33 of the acknowledging switch C, normally closed contact 4-4 of the reset switch 1), the winding of brake magnet F, contact 78 of relay A, wires 10, 11 and 12, prim'arywinding P, and common wire 13 to terminal 0 of the same source of current. The normal circuit for the secondary winding S is from terminal B; H winding of through contacts 3 3, brake magnet F, contact- 789 of relay A, wire 14, winding of relay A, wire 15, second ary winding S to an intermediate point in the primary winding P, and then through the right-hand portion of this winding and common wire 13 to terminal 0 A spark arresting rectifier 20 is connected across primary winding P, and a similar rectifier 21 is connected across brake magnet F.

The operation of the parts of the apparatus thus far described, is as follows:

Under unsafe trafiic conditions in advance, the circuit for the winding 18 of the trackway inductor I is open. Then when the train-carried receiver R passes over the inductor I, the reluctance of the magnetic circuit for the receiver R will be considerably reduced, and so the flux traversing the receiver core 22 will rapidly increase as the receiver approaches the inductor, and will decrease as the receiver recedes from the inductor. This will produce a complete cycle or two alternations of electromotive force in the secondary winding S, and the voltage of one of these alternations will neutralize or reverse the current through the winding of relay A, causing the latter relay to open its contacts. This will deenergize the primary winding P and the brake magnet F, and will, of course, open the stick circuit for relay A. The decncrgization of brake magnet F will, after the predetermined time interval, result in an automatic application of the brakes.

When trai'lic conditions in advance are safe, the circuit for the inductor winding 18 will be closed, and when the train-carried re ceiver passes the inductor under this condition, the magnetic action will be the same as before, except that the voltage induced in the receiver secondary winding S will be very much lower and will not be sufiici'ent to deenergize relay A. It follows that an automatic application of the brakes will not occur.

We will now assume that the circuit for the trackway inductor winding is open, that the train-carried receiver R passes over the inductor, and that the engineman reverses the acknowledging switch C just before the receiver registers with the inductor and keeps it reversed until after the receiver has passed the inductor. An acknowledging circuit will then be closed, which circuit passes from terminal B, through reverse acknowl edging switch contact 33' substitute resistor element 16, wire 10, contact 8-4) of relay A, wire 14, winding of relay A, wire 15, secondary winding S, the right-hand portion of primary winding P and wire 13 to terminal G. This circuit is provided with a branch which passes from the substitute resistor element 16., through wires 11 and 12, primary windin P and wire 13 to terminal 0. It follows that under the conditions specified, the relay A will remain energized, so that if the engineman returns the acknowledging switch to its normal position before an automatic brake application occurs due to the deenergization of magnet F, the brake application will be forestalled and the train may proceed. The purpose of the substitute resistance element 16 is to provide the acknowledging circuit with the equivalent of the brake magnet l thereby avoiding any disturbance in the circuits for the primary and secondary windings of the receiver R due to the fact that brake magnet F is taken out of the circuits for these windings during the acknowledgmentprocess.

We will now assume that instead of acknowledging just before the receiver registers with the inductor, the engineman waits until the receiver has passed over the inductor, that is, until after the relay A has become deenergized. If the acknowledging switch C is reversed after the deenergization of relay A and brake valve magnet F, but before the application of the brakes occurs, the following acknowledgementcircuit will be closed: From terminal 13, through contact 2, contact 5 of acknowledging switch (J in the reversed position, resistance element 17, winding of relay A, wire 15, secondary wind ing S, right-hand portion of primary wind- 5 g P, and wire 15 to terminal 0. Current flowing in this circuit will energize relay A, thereby closing its contacts 7 8-9, whereupon it the acknowledging switch C is im mediately returned to its normal position, brake valve magnet F will become energized to PiQEEl t an automatic application of the brakes, and the parts will. be restored to the conditions in which they are shown in the drawings.

Relay A should be sufiiciently slow acting to prevent its armature from releasing during transit of the contacts of acknowledging switch C.

We will now assume that the engineman does not reverse the acknowledging switch C prior to the automatic application of the brakes due to coaction of the receiver R with an open-circuited inductor l. The brake application will result in contact 2 being opened, so that relay A cannot again be energized by operation of the acluiowledging switch C. After the train has come to a full stop, the engineman will reverse the reset switch D, thereby closing the following circuit: From terminal B, through acknowledging switch contact 38, 9 reset switch contact wire 2a, 6, resistance element 17, winding of relay A, wire 15, secondary winding S, the right-hand portion of primary winding P, and wire 13 to terminal 0. This will energize relay A in the normal direction, so that when the reset switch D is restored to its normal position, the brake application magnet F will again become energized and the brake can be released. The parts will then be restored to the conditions in which they are shown in the drawings, with the result that the train may proceed. It is, of course, understood that the reset switch D is located in such position on the train that it cannot be reversed except when the train is at rest.

It will be noted that when the acknowledging switch G is reversed, the circuit for the brake application magnet F becomes opened, so that if this switch is reversed and left in the reverse position for more than a given in terval of time, an automatic application of the brakes will occur. The same thing is true of the reset switch D. It follows that neither one of these switches can be tied or otherwise held in the reversed position to defeat the object of the system.

Although we have herein shown and described only one form of apparatus embodying our invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of our invention.

Having thus described our invention, what we claim is:

l. Train-carried traflic governing apparatus comprising a magnetizable receiver core arranged for magnetic coaction with a trackway inductor and provided with a primary and a secondary winding, a relay, a brake controlling magnet effective to apply the brakes after the magnet has been deenergized for a given interval of time, an acknowledging switch having normally closed contacts and normally open contacts, and a source of current; a normal circuit for said primary winding extending from one terminal of said source through a normally closed acknowledging switch contact, said brake magnet, a contact of said relay and said primary winding to the other terminal of said source; a normal circuit for said secondary winding extending from said one terminal of said source through a normally closed acknowledging switch contact, said brake magnet, a contact of said relay, the winding of said relay, said secondary winding, and a portion of said primary winding to the other terminal of said source; a normally closed contact which opens when an automatic brake application occurs in response to deenergization of said brake magnet; an acknowledging circuit extending from said one terminal of the source through said brake controlled contact, a normally open acknowledging switch contact, the winding of said relay, said secondary winding, and the said portion of said primary winding to the other terminal of said source; and a second acknowledging circuit extending from said one terminal of the source through another normally open acknowledging switch contact, a resistance, and the primary winding to the other terminal of said source, said second acknowledging circuit having a branch which extends from acknowledging switch contact through a normal contact of said relay, the winding of the relay, the secondary winding, and the said portion of the primary winding to the 'said other terminal of the source.

2. Train-carried trafiic governing apparatus comprising a magnetizable receiver core arranged for magnetic coaction with a trackway inductor and provided with a primary and a secondary winding, a relay, a brake controlling magnet effective to apply the brakes after the magnet has been deenergized for a given interval of time, an acknowledging switch having normally closed and normally opencontacts, a reset switch having normally closed and normally open contacts, and-a source of current; a normal circuit for said primarv winding extending from one terminal of said source through a normally closed acknowledging switch contact-,a nor-' mally closed reset switch contact, the brake magnet, a contact of said relay, and the primary winding to the other terminal of said source; a normal circuit for said secondary winding extending from said one terminal of said source through a normally closed acknowledging switch contact, a normally closed reset switch contact, the brake magnet, a contact of said relay, the winding of said relay, the secondary winding and a portion of said primary winding to the other terminal of said source; a normally closed contact which opens when an automatic application of the brakes occurs; an acknowledging circuit extending from said one terminal of the source through said brake controlled contact, a normally open acknowledgingswitch contact, the winding of said relay, said secondary winding and the said portion of the primary winding to the other terminal of said source; a second acknowledging circuit extending fromsaid one terminal of the source through a normally open acknowledging switch contact, a resistance, and said primary winding to the other terminal of said source, said second acknowledging circuit having a branch which extends from said acknowledging switch contact through a contact of said relay, the winding of the relay, the secondary winding, the said portion of the primary winding to the other terminal of said source; and a reset circuit which'extends from the said'one terminal of the source, through a normally closed acknowledging switch contact, a normally openreset switch contact, the winding of said relay, the secondary winding and the said' portion of the primary winding to the other terminal of said source.

3. Train-carried traific governing apparatus comprising a magnetizable receiver core arranged for magnetic coaction with a trackway inductor and provided with a primary and a secondary winding, a relay, a brake controlling magnet, a normally closed circuit including said primary winding and said brake magnet as well as a front contact of said relay, a second normally closed circuit including said secondary winding and said brake magnet as well as the winding and contact of said relay, means controlled by said magnet for initiating an automatic brake application after the magnet has been deenergized for a given interval of time, and manually operable means effective to reenergize said relay if and only if it is operated during said interval of time.

4. Train-carried traflic governing apparatus comprising a magnetizable receiver core arranged for magnetic coaction with a track way inductor and provided with a primary and a secondary winding, a relay, a brake controlling magnet, a normally closed circuit including said primary winding and said brake magnet as well as a front contact of said relay, a second norm-ally closed circuit including said secondary winding and said brake magnet as well as the winding and contact of said relay, means controlled by said magnet for initiating an automatic brake application after the magnet has been deenergized for a given interval of time, and an acknowledging circuit including said primary winding and a normally open acknowledging contact as well as a resistance having substantially the same value as that of the brake magnet.

5. Train-carried traflic governing appara tus comprising a magnetizable receiver core arranged for magnetic coaction with a trackway inductor and provided with a primary and a secondary winding, a relay, a brake controlling magnet, a normall closed circuit including said primary win ing and said brake magnet as well as a front contact of said relay, a second normally closed circuit including said secondary winding and said brake magnet as well as the Winding and contact of said relay, means controlled by said magnet for initiating an automatic brake application after the magnet has been deenergized for a given interval of time, an acknowledging circuit including said primary winding and a normally open acknowledging contact, said acknowledging circuit having a branch around the primary winding including the contact and the winding of said relay as well as said secondary winding, and a resistance included in the main part of said acknowledging circuit and having substantially the same value as that of the brake magnet.

In testimony whereof we afiix our signatures.

HAROLD V. RUDOLPH. WALTER H. HORSGH. 

